Safety-valve for air-brakes.



M. H. RYAN.

SAFETY VALVE FOR AIR BRAKES.

APPLICATION FILED FEB.14,I916.

1,229,3g5 o Patented J une 12, 1917.

2 SHEETSSHEET l- Attorneys Min. RYAN.

SAFETY VALVE FOR AIR BRAKES.

APPLICATION FILED FEB.14, 1916.

11 229 9 Patented June 12, 1917.

2 SHEETS-SHEET 2.

Witnesses A ya inventor Attorneys ENTTE MICHAEL H. RYAN, OF SANBERNARDINO, CALIFORNIA.

SAFETY-VALVE FOR AIR-BRAKES.

i,22s,s25.

Specification of Letters Patent.

Patented June 12, 1917.

Application filed February 14, 1916. Serial N 0. 78,238.

To all whom it may concern:

Be it known that 1, MICHAEL H. RYAN, a citizen of the United States,residing at San Bernardino, in the county of San Bernardino and State ofCalifornia, have invented a new and useful Safety-Valve for Air-Brakes,of which the following is a specification.

The present invention is a valve structure adapted for use between thetriple valve and train pipe of a car equipped with an automatic airbrake, the present device being so operable that should the triple valveassume an undesired emergency position, there will not be such areduction of pressure in the train pipe, as would invariably apply thebrakes in all other cars. This, under ordinary circumstances, invariablyresults in the application of the brakes of the entire trainunexpectedly, resulting in the excessive strain upon the draft riggings,and consequent rupture of the train at one or more points. The brakesare usually applied gradually by the engineer, but it sometimes happensthat one of the triple valves of the cars will apply the correspondingbrake suddenly, due to some defect in the triple valve, or the like, andthis invariably results in such a reduction in the air pressure in thetrain pipe, as to cause the application of all brakes, which is beyondthe control of the engineer.

It is the object of the present invention to provide a valve structurefor each car to be interposed between the train pipe and triple valve,for preventing the sudden reduction of pressure in the train pipe shouldthe triple valve be operated suddenly to emergency position, although arestricted amount of air can flow from the train pipe to the triplevalve which is essential to the operation of the system, and the flow ofair from the triple valve to the train pipe being unrestricted.

Another feature of the invention is the provision of a whistle oracoustic signal which is operated when the triple valve assumes anundesired emergency position, in order that the car whose triple valveis defective can be readily found, and the cut off cock closed to outout the triple valve and brake of that car, so that the entire systemwill not be disrupted.

It is also within the scope of the invention to provide a device of thenature indicated which is comparatively simple and inexpensive inconstruction, which is practical and reliable in operation, and which isimproved generally in its construction and details, to enhance theutility and efiiciency thereof. I

WVith the foregoing and other objects in view which will appear as thedescription proceeds, the invention resides in the combination andarrangement of parts and in the details of construction hereinafterdescribed and claimed, it being understood that changes in the preciseembodiment of the invention herein disclosed can be made within thescope of what is claimed without departing from the spirit of theinvention.

The invention is illustrated in the accompanying drawings, whereinFigure 1 is a side elevation of the device.

Fig. 2 is an enlarged cross section thereof taken on the line 2-2 ofFig. 1.

Fig. 3 is an enlarged longitudinal median section of the device, partsbeing shown in elevation, and a portion of the whistle being brokenaway.

The present valve structure embodies a casing or body 1 constructed ofsuitable metal, and interposed between and connecting the pipe or branch2 connected to the train pipe and having a cut off cock 3 therein, andthe pipe 4: connected to the triple valve 5 of a car equipped with anautomatic air brake, it being understood that each car is equipped withone of the present devices.

The body 1 comprises a solid section 6 and a hollow chambered section 7,said sections'having contacting flanges 8 which are fastened together bybolts 9 or otherwise, the section 7 having a chamber 10 therein withwhich the pipe 2 communicates. The pipe 2 is in threaded or otherengagement with the section 7, while the pipe 4: is threaded orotherwise engaged within the outer end of a longitudinal bore or passage12 with which the section 6 is provided. The

section 6 has a portion or extension 11 pro- '29 of the valve.

end of the bore 12, and against which is seatable a suspended swingingflap valve 1 1. Said valve has a pair of upwardly projecting aperturedears 15 pivotally engaging a transverse rod 16 which has its endsengaged through a pair of outstanding ears17 with which the extension 11is provided above the bore 12, whereby the valve 1d swings by gravityagainst the seat 13. The valve 1a has a restricted aperture 18 forpermitting a restricted flow of air from. the pipe 2 into the pipe 1,but the air can readily flow from the pipe 4 into the pipe 2 since thevalve 1 1 will swing open freely when this takes place. i

The section 6 has at its outer end a longitudinal bore 19 above the bore12, and the extension 11 has a longitudinal bore 20 above the bore 12and in alinement with the bore 19, the bore 20 being disposed betweenthe ears 17. The inner end of the bore 19 is of conical form to providea valve seat 21, and there is a restricted bore or passage 22 betweenthe valve seat 21 and the bore 20: The bore 20 provides a cylinder forthe reception of a piston as will hereinafter more fully appear. Thesection 6 also has a trans verse or vertical passage 23 intersecting thevalve seat 21, and provided at its upper end with a counter bore 24.into which is threaded the nipple 25 of a whistle or acoustic audiblesignal 26. l i

In order to normally close the passage 23, v

a valve 27 is slidable within the bore or chamber 19 and has a conicalportion 28 seatable against the seat 21 to thereby close the passage 23,and the portion 28 has a stem 29 projecting therefrom within the bore22. A plug 30 is threaded into the outer end of the bore 19, and thevalve 27 has a stem 31 projecting toward the plug 30, and a coiled wireexpansion spring 32 surrounds the stem 31 and is confined between thevalve 27 and plug 30, so as to normally seat the valve 27. The section 6is also provided with a passage 38 extending from the bore 12 to thebore19 in rear of the valve 27, and the section 6 also has a passage 341extending from the bore 12 to'that end' of the bore 20 remote from thesection 7. The other end of the bore 20 is open and communicates withthe chamber 10. p

In order to automatically open the valve 27 when an undesired emergencycondition exists, a piston 35 is slidable snugly within the bore 20, andhas a stem 36 projecting into the bore 22 to abut. against the stemDuring the undesired emergency condition, there is a' relatively highpressure of air within the chamber 10 against the respective face of thepiston 35,

whilethe air pressure within the bore 12 is at a lower pressure, and therespective end of the bore 20 being in communlcatlon with the bore 12 byway of the passage 34: will provide for piston 35 than in front of thesame, resulting in the movement of the piston 35 toward the valve 27 tounseat the same.

The extension 11 is provided above and in communication with the bore 20with avertical or transverse bore 37 in which is slidable apiston-shaped catch 38 having a a less air pressure behind thedownwardly projecting finger 39 normally I seating upon theplston 35, sothat when the position as ordinarily done, and the valve 14 does notretard or impair the flow of air from the triple valve to the train pipewhen there is a reduction in pressure in the train pipe, as when theengineer operates the triple valve under his control in the engine. Theutility of the present device resides in the fact that it prevents anunrestricted flow of air from the train pipe should the triple valve 5assume an undesired emergency position,'which would ordinarily allow theair to escape from the train pipe so that a number of the brakes, if notall of them, would be applied. Thepresent device permits of theemergency or service application of the brake by a reduction in thepressure in the train pipe under the control of the engineer, or shouldthe train line be broken, but should the triple valve assume anundesired emergency position, there cannot be an unrestricted flow ofair from the train pipe to the triple valve, since the valve 14: willprevent this, although a limited amount of air can flow through theaperture 18, this being necessary in order that the system will beoperated under normal conditions. Duerto the fact that the aperture 18restricts the flow of air, the pressureof air within the chamber 10 willbe greater than that within the bore or chamber 12, and the pressureagainst the front face of the piston 35 will be greater than thatagainst the rear face thereof, resulting in the movement of the piston35 toward the valve 27 The stem 36 thus abuts against the ,stem 29 andmoves the same to unseat the valve 27 against the tension of the spring32. It will be noted that the valve 27 is disposed between the passages23 and 33, so that the air pressure upon the opposite portions of thevalve is balanced. When the valve is unseated, air can flow from thebore 12 through the passage 23 to the whistle 26, and an audible signalis thus provided in order that the inspector or trainmen can locate thecar having the de fective triple valve or brake cylinder. hen the piston35 is moved to unseat the valve 27, the catch 38 drops and holds thepiston in such position, to assure of the continuance of the signal.When the car is located having the defective brake mechanism, the cutoff cock 3 thereof is closed, soas to cut out the brake mechanism fromthe system. The car can then be repaired subsequently to remove thedefects.

From the foregoing, taken in connection with the drawings, theadvantages and attributes of the present device will be obvious to thoseversed in the art without further comment beingnecessary.

The section 7 is preferably provided with a pin l0 acting as a stop tolimit the movement of the valve 14, whereby to prevent the excessivemovement of said valve away from its seat.

To restore the catch 38 to normal position, either before or after thedefective triple valve is detached, or when the triple valve isreplaced, the section 7 and pipe 2 are disconnected, and the body 1 isrotated to an upside down position. A pin or other ele ment is theninserted into the section 7 through the aperture from which the pipe 2was removed, and the piston 35 is pushed in, thereby releasing thefinger 39, and allowing the catch 38 to drop, and the piston 35 can thenreturn to normal position,

Having thus described the invention, what is claimed as new is:

1. A valve structure adapted to be interposed between a train pipe andtriple valve having a swinging valve to prevent an unrestricted flow ofair from the train pipe to the triple valve and having an aperture toestablish communication between the train pipe and triple valve, saidvalve swinging open freely when air flows from the triple valve to thetrain pipe.

2. A valve structure adapted to be interposed between a train pipe andtriple valve, having an inclined valve seat, a suspended swinging valveadapted to gravitate against said seat for preventing the unrestrictedflow of air from the train pipe to the triple valve, said valve having arestricted aperture.

3. A valve structure adapted to be interposed between a train pipe andtriple valve, comprising a body having two sections secured together,one section having a cham ber, and the other having an extensionprojecting into said chamber, the last mentioned section having apassage opening through said extension, the extension having a valveseat surrounding said passage, and a valve carried by said extensionnormally seatable against said seat to provide for a restricted flow ofair from said chamber to said passage.

t. A valve structure adapted to be interposed between a train pipe andtriple valve, comprising a body having two sections secured together,one section having a chamber, and the other having an extensionprojecting into said chamber, the last mentioned section having apassage opening through said extension, the extension having a valveseat surrounding said passage, said seat being inclined, and a swingingsuspended valve pivoted to said extension to normally swing against saidseat and having a restricted aperture.

5. A valve structure of the character described having a, chamber tocommunicate with a train pipe and a chamber to communicate with a triplevalve, a valve providing a. restricted flow of air from the firstmentioned to the second mentioned chamber and an unrestricted flow ofair from the second mentioned to the first mentioned chamber, anacoustic signal communicating with the second mentioned chamber, a valvefor normally cutting olf communication between said signal and secondmentioned chamber, and means operated by air pressure in the firstmentioned chamber to open the last mentioned valve.

6. A valve structure adapted to be interposed between a train pipe andtriple valve including a casing having a chamber to communicate with thetrain pipe and a second chamber to communicate with the triple valve,said casing having a valve seat between said chambers, a valve seatableagainst said seat to provide a restricted flow of air from the firstmentioned to the second mentioned chamber and an unrestricted flow of105 air in the opposite direction, an acoustic signal, said casinghaving a passage connectin said signal with the second mentionedchamber, a valve movable within the casing for normally closing saidpassage, the casing 11o having a bore communicating at its opposite endswith said chambers, and pressure fluid operated means within said boreoperated by the air in the first mentioned chamber to open the lastmentioned valve.

7. A valve structure of the character described having two air chambers,a bore whose opposite ends communicate with said chambers, another borealining with the aforesaid bore and having a conical valve 120 seat atthat end nearest the first mentioned bore, a restricted bore between thefirst mentioned bore and valve seat, a passage interv secting said valveseat, and a passage communicating with the other end of the secondmentioned bore, said passages communicating with one of said chambers, avalve for restricting the flow of air from the other chamber to theaforesaid one, an vacoustic signal communicating with the firstmentioned passage, a spring pressed valve Within In testimony that Iclaim the foregoing the second mentioned bore having a conical as myown, I have hereto affixed my signaportion seatable in said seat toclose the first ture in the presence of two wltnesses.

mentioned passage, and a piston Within the MICHAEL H. RYAN. firstmentioned bore having a stem project- Witnesses: r

ing into the third mentioned bore for un- V ALFRED H. WOOLLEY, 1

Seating the valve. HARRY C. LEMON.

I Copies of this patent may be obtained for five cents each, byaddressing the .Commissioner of Patents,

' Washington, D. G.

